Vintage Airplane - Nov 1987

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STRAIGHT AND LEVEL 
by  Bob  Lickteig 
In the October issue, I introduced you
to a special up-to-date report on avia-
tion prepared 31 years ago. I would like
to further discuss this article titled "Air
Age" as presented in LIFE magazine's
special issue of June 18, 1956. This
issue contained a series of articles cov-
ering the growth of all segments of avi-
ation up to that date plus predictions of
what lay ahead in this exciting and de-
manding new industry.
One of the editors, Charles Murphy,
called the air age a technological revo-
lution of incalculable scope. "30 years
ago Henry Ford, the man who put a na-
tion on wheels and who perhaps more
than any other American shaped the
economic geography of the U.S. during
the first half of the 20th Century,
theorized the airplane will soon be a
part of our life. The new technologies of
the air are rapidly becoming the major
technical effort of the American people.
The air is changing the nature of Amer-
ican society faster than it has ever been
changed before. This country is becom-
ing an air community, as earlier it
materialized as the world's first au-
tomobile community."
As this special issue was being pre-
pared, LIFE showed it to Eddie Ricken-
backer and asked him to write an intro-
duction. Captain Eddie's life experi-
WHERE  DID  WE  GO  WRONG? 
ences, unique in U.S. aviation, spans
most of the airplane's existence and
both its military and civilian develop-
ment. Eddie Rickenbacker's comment
follows:
"When I looked at this special issue,
I found my mind traveling over a per-
sonal air past, which until then had not
seemed so distant. The 2,000 mile per
hour X-2 at Edwards Air Force Base
made me think of the wood and fabric
120 mph Nieuport in which nearly 40
years ago I fought my first air battle over
France.
"Those beautiful pictures portrayed in
this article of the beauty of the airman's
sky brought back memories of the most
magnificent sights of this earth I have
ever seen - the Himalayas at sunset,
during a crossing of the hump in a later
war, and as I studied the pictures show-
ing what goes on in the American air
during a single 24 hour span, I remem-
bered what it was like when I became
an airline operator 33 years ago - dirt
runways, no ground-to-air radio, a box
lunch for the passengers, and a tail skid
for a brake. It all seemed difficult
enough then but now I can say that the
daily management of the U.S. air is one
of the most complex and intricate oper-
ations done by man.
"LIFE makes it clear what is happen-
ing to us, how paradoxically we are ab-
sorbing the air age revolution without
really understanding it ; how the need
and the will to master the world's air
has brought changes which are reshap-
ing our economy, our cities and our
global relationships. This special article
shows how military and civilian aviation
are intertwined; how the progress of
commercial flying depends on military
daring and experimentations for new
engines and new planes.
"The most important point is that we
are only now crossing the threshold of
the Air Age. Its true wonders are not yet
at hand - they are only imminent. For
what has seemed forever, I have strug-
gled along with my competitors and fel-
low pioneers to persuade people to fly.
Last year the U.S. airlines carried more
than 40 million passengers. But this
total was made up of only 10 million
individuals using air service over and
over. In fact, as of this date, only about
8 percent of the American public has
ever flown at any time. This percentage,
however, is growing with the advent of
the first true airborne generation. I do
not expect to be on hand for the first
voyage to Mars nor am I particularly in-
terested in organizing a coach service
in that direction. But this I say, as one
has ventured with the vanguard into the
shallows of space, let us go forward
boldly, making sure of our rightful place
in the air, for freedom and for good."
With so much going for aviation 30
years ago, where did we go wrong? We
as the greatest nation in the world have
learned to live and thrive with the au-
tomobile from the Model T to the luxury-
powered limousines, to 60-passenger
motor coaches and the 18 wheelers that
criss-cross the nation day and night
serving our every need. Is there that
much difference between ground and
air transportation? All the predictions
and forecasts in 1956 were for a smooth
integration of all types of aircraft using
the vast ocean of air that surrounds us.
Today we are involved in a major bat-
tle over the use of this airspace. It
seems strange that we can develop the
technology to produce these air vehi-
cles but cannot agree on how to use
them. It's too bad Henry Ford is gone.
If he were here today, perhaps he could
solve our problems.
Remember, we're better together.
Welcome aboard, join us and you have
it all. •
2 NOVEMBER 1987
PUBLICATION  STAFF 
PUBLISHER 
Tom  Poberezny 
VICE-PRESIDENT 
MARKETING  &  COMMUNICATIONS 
Dick Matt 
EDITOR 
Gene  R.  Chase 
CREATIVE  ART  DIRECTOR 
Mike Drucks 
MANAGING  EDITOR/ADVERTISING 
Mary Jones 
ASSOCIATE  EDITORS 
Norman  Petersen 
Dick Cavin 
FEATURE  WRITERS 
George A.  Hardie, Jr. 
Dennis Parks 
STAFF  PHOTOGRAPHERS 
Jim Koepnick 
Carl  Schuppel 
Jeff Isom 
EAA ANTIQUE/CLASSIC 
DIVISION,  INC. 
OFFICERS 
President  Vice President 
R.J. Lickteig  M.C. " Kelly" Viets 
3100  Pruitt  Rd , H106  Rt.  2, Box 128 
Port  St.  Lucie, FL  34952  Lyndon, KS 66451 
305/335-7051  913/828-3518 
Secretary  Treasurer 
Ronald Fritz  E.E. " Buck"  Hilbert 
15401  Sparta Avenue  P.O. Box 145 
Kent City, MI49330  Union, IL 60180 
616/678-5012  815/923-4591 
DIRECTORS 
John S. Copeland  William  A. Eickhoff 
9 Joanne Drive  415  15th  Ave.,  N.E. 
Westborough, MA 01581  St.  Petersburg, FL 33704 
617/366-7245  813/823-2339 
Stan Gomoll  Dale A. Gustafson 
104290th Lane, NE  7724 Shady Hill Drive 
Minneapolis, MN 55434  Indianapolis, IN 46278 
6121784-1172  317/293-4430 
Espie M. Joyce, Jr.  Arthur R. Morgan 
Box 468  3744 North 51st Blvd. 
Madison, NC 27025  Milwaukee, WI 53216 
919/427-0216  414/442-3631 
Gene Morris  Daniel Neuman 
115C Steve Court,  R.R. 2  1521  Berne Circle W. 
Roanoke, TX 76262  Minneapolis, MN 55421 
817/491 -9110  6121571-0893 
Ray  Olcott  S.J. Wittman 
104  Bainbridge  Box 2672 
Nokomis, FL 34275  Oshkosh, WI54903 
813/488-8791  414/235-1265 
George S. York 
181  Sloboda Ave. 
Mansfield, OH 44906 
419/529-4378 
ADVISORS 
Robert C. " Bob" Brauer  Philip Coulson 
9345 S. Hoyne  28415 Springbrook Dr. 
Chicago, IL 60620  Lawton, MI49065 
3121779-2105  616/624-6490 
John A. Fogerty  Robert D. " Bob"  Lumley 
RR2, Box 70  N104W20387 
Roberts, WI 54023  Willow Creek Road 
715/425-2455  Colgate, WI 53017 
414/255-6832 
Steven C. Nesse  S.H. " Wes" Schmid 
2009 Highland Ave.  2359 Lefeber Avenue 
Albert Lea, MN 56007  Wauwatosa, WI  53213 
507/373-1674  4141771-1545
NOVEMBER  1987. Vol.  15, No.  11
Copyright '  1987 by the EAA Antique/Classic Division. Inc. All  rights reserved 
Contents 
2  Straight and Level/by Bob Lickteig 
4  AlC News/by Gene Chase 
5  Almost Home/by John F. Hanson 
6  Dean Richardson's Cessna LC-126-C 
by Norm Petersen 
10  Interesting Members - Niels Sorensen 
by Noel Allard 
11  Mystery Plane/by George A.  Hardie, Jr. 
12  Spartan NP-1/by George E.  Goodhead, Jr. 
17  Members' Projects/by Gene Chase 
18  A Love Affair with AI Mooney's Little 
"Wooden Wonder" ... the Culver Cadet 
by Charles W. Harris 
22  Type Club Activities/by Gene Chase 
23  Vintage Seaplanes/by Norm Petersen 
24  Vintage Literature/by Dennis Parks 
25  Volunteers/by Art Morgan and Bob Brauer 
26  Welcome New Members 
27  Letters to the Editor . 
27  Calendar of Events 
29  The Vintage Trader 
FRONT COVER ... Dean  Richardson pulls along side the photo plane 
with  his  award-winning  LC-126-C painted  in  Military Air Transport col-
Page 6 
Page  12 
Page  18 
ors. For  the  story  on  this  really  unique  rebuild,  see  page  6. 
(Carl  Schuppel) 
BACK  COVER  .. .  The  two  aircraft  pictured  were  part  of  a  fleet  of 
three  operated  in  the  1920s  by  the  Brock  &  Weymouth  Engineering 
Company of Philadelphia. The aircraft appear to be Fokker C.lls. These 
were  three  seat  civil  versions  of  the  C.I.  having  an  enclosed  cabin 
seating  two  passengers.  The engine looks to be  a Siddeley "Puma" of 
230  hp.  The aircraft were used for  photographic surveys with the cam-
era and  an  operator in  the  cabin .  (EAA  Archives  Photo) 
The words  EAA, ULTRALIGHT, FLY WITH THE  FIRST TEAM,  SPORT AVIATION,  and the logos of EXPERIMENTAL 
AIRCRAFT ASSOCIATION  INC.,  EAA  INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC  DIVISION  INC  . 
INTERNATIONAL AEROBATIC  CLUB  INC. , WARBIRDS  OF  AMERICA  INC.,  are  registered  trademarks. THE  EAA 
SKY  SHOPPE  and  logos  of  the  EAA  AVIATION  FOUNDATION  INC.  and  EAA  ULTRALIGHT  CONVENTION  are 
trademarks  of  the  above  associations  and  their  use  by  any  person  other  than  the  above  associations  is  strictly 
prohibited. 
Editorial  Policy: Readers  are  encouraged  to  submit  stories  and  photographs.  Policy  opinions  expressed  in  art icles 
are  solely  those  of  the  authors.  Responsibility  for  accuracy  in  reporting  rests  entirely  with  the  contributor. Materi al 
should  be  sent  to: Gene  R. Chase,  Editor,  The  VINTAGE  AIRPLANE, Wittman  Airtield, Oshkosh,  WI  54903-3086. 
Phone: 414/426-4800. 
The  VINTAGE  AIRPLANE  (ISSN  0091-6943)  is  published  and  owned  exclusively  by  EAA  Antique/Classic  Division. 
Inc. of the  Experimental  Aircraft  Association, Inc. and  is  published  monthly  at  Wittman  Airtield, Oshkosh, WI  54903· 
3086.  Second  Class  Postage  paid  at  Oshkosh,  WI  54901  and  additional  mailing  offices.  Membership  rates  for 
EAA  Antique/Classic  Division,  Inc.  are  $18.00  for  current  EAA  memQers  for  12  month  period  of  which  $1 2. 00  is 
for  the  publication  of  The  VINTAGE  AIRPLANE.  Membership  is  open  to  all  who  are  interested  in  aviation. 
ADVERTISING - Antique/Classic  Division  does not guarantee or endorse  any product offered through our advertis-
ing.  We  invite constructive criticism  and  welcome  any report of inferior merchandise obtained through our advertising 
so  that  corrective  measures can  be  taken. 
Postmaster: Send address changes to EAA Antique/Classic Division, Inc., Wittman Airfield, Oshkosh, WI 54903-3086. 
VINTAGE  AIRPLANE  3 
and  other  sport  aviation  activity.  for  the  metal tabs that secure  the tubu-
Experience  must  include  a  minimum  lar  trailing  edges  to  the  rudder  and 
of  three  years  of  full-time  employment  elevators. 
in  the  editorial  office  of  a  magazine  or  Walt offers his guidance and a corner 
other type of publication. Editing experi- of  his  shop  to  any  chapter  member 
ence is  required, and  layout and  photo- wanting  to  make  fittings,  etc. to  further 
graphic skills  are  desirable.  the  project. 
EAA  would  like  to  fill  this  position  by  Chapter  7  meets  at  Flanders  Valley 
January  1,  1988. Please send  resumes  Airport, Flanders, New Jersey. 
to:  Golda  Cox,  EM,  Wittman  Airfield, 
Oshkosh, WI  54903-3086.  ARROW SPORT AVAILABLE
Compiled  by  Gene  Chase 
Anyone interested in restoring a 1936 
WHO IS CHUCK?
Arrow  Sport Model  F should contact Lt. 
We've  received  letters  and  phone  Col.  Louis  J.  Tobin,  P.O.  Box  1383, 
CAREER POSITION AT EAA OPEN calls asking for more identification of the  Travis,  AFB,  CA  94535.  Phone  707/ 
back  cover  photo  on  the  September  438-5598  or  5605. 
EAA Headquarters is inviting the sub-
1987  issue  of  The Vintage Airplane.
mission  of  resumes  by  qualified  per-
The photo is from the Stier Collection in  MISSING SEVERSKY P-35
sons  interested  in  a  career  position  in 
the EAA Photo Archives and was simply 
its  editorial  department.  Respon- Readers  may  remember  a "Letter  to
captioned,  "Chuck  in  Parasol  - 1929."
sibilities  would  initially  center  around  the  Editor"  in  the  April  1987  issue  of 
We  should have noted that no further 
editorship of  The Vintage Airplane, and  The Vintage Airplane in which the writer 
information  was  available  to  us.  If  any
the  production  of  Warbirds magazines,  wondered  what  happened  to  a
reader can  identify the pilot of the Heath 
but  would  grow  to  include  a significant  Seversky  P-35  he  recalled  seeing  in  a
Super  Parasol  or  the  location, we'd  be 
role  in  the  production  of  Sport Aviation. hangar  at  Nogales,  Arizona  in  1960.
delighted  to  add  the  information  to  our
Duties  would  principally  involve  editing  The  writer  of  the  letter,  I.  W.  "Ike"
records.
and  magazine  production,  but  would  Stevenson  (EAA  82203,  NC 3704),
also  include  research,  writing  and  P.O.  Box  202,  Menominee,  MI  49858-
AlC CHAPTER 7 PROJECT
photography. The  successful  candidate  0202,  received  quite  a  few  letters  with 
for the  position would  be  required  to  re- EAA  Antique/Classic  Chapter  7  is  suggestions  on  its  whereabouts. 
locate to the Oshkosh, Wisconsin area.  building  a  Heath  Parasol  as  a  chapter  He  learned  from  the  manager  of  the 
Qualifications for the  position  include  project.  Newsletter  editor  Walt  Ahlers  Nogales  Airport  that  the  plane  was 
a degree in journalism or a combination  reports,  . . . "It's hard  for me to imagine  flown  to  California  several  years  ago 
of  bachelor's  degree  and  employment  what  has  been  accomplished  by  a few  and  is  now  in  the  collection  of  the 
experience  in  the  publishing  field. Lan- kids. Between my son  Buddy, daughter  Planes  of  Fame  Museum, 7000  Merrill 
guage  skills  are  essential,  in  any case.  Nancy  and  another  11-year-old  in  the  Avenue,  Box  17,  Chino  Airport, Chino, 
A  minimum  of  a  Private  pilot's  license  neighborhood, the ribs for the wings are  CA  91710.  Ed  Maloney  is  president  of 
is  required,  as  well  as  an  enthusiasm  going  together  quickly.  All  the  tail  sur- the  Museum  which  owns many aircraft, 
for  homebuilt,  antique,  classic,  warbird  face  structures  are  completed  except  several  of them  rare  and  flyable .• 
EAA Archives Photo - Stier Collection
4  NOVEMBER  1987 
ALMOST  HOME 
by John F. Hanson
(EAA 125280, Al e 4183)
2950 Laurentide
Ann Arbor, Michigan 48103
Almost home. I sit in the Lakefield air-
port office in western Ohio watching the
rain fall on my J-3. I'm two hours from
Ann Arbor, and the weather has fallen
to the point where I've sought shelter at
this small midwestern airport. Now the
rain is running off the yellow fabric of
my Cub, giving it the ''wet look" without
the expense of urethane. I wait and
watch.
Time to think about the aspects of
cross-country flying in a J-3, and noth-
ing else to do, so I take pen in hand and
think and write. I've come this far today
from Middletown, Ohio and before that
from London, Kentucky. I was weath-
ered in for three days in London, and
when it cleared enough to sneak out, I
did.
Cross country in a Cub is many things
to me, but one thing it is NOT is fast.
One must be flexible about things when
traveli ng VFR in a small plane, but
when you're going in a J-3 it helps to
be downright philosophical. A bit of
headwind can reduce your
groundspeed to a walk, and give you
plenty of time to observe the country
around you. Farmers wave, and cows
slowly lift their heads to watch you pass
as they lunch on fresh alfalfa. You can
even see their jaws move as they chew.
The countryside belongs to them, but in
a way it belongs to you, too, as you
survey things from your lofty perch.
The stops you make on such a trip
are some of the best things about
traveling with a J-3. A Cub is at home
on small fields, and one finds the people
there to be pleasant. Folks have the
time and the inclination to be friendly at
little airports. Make a fuel stop, and they
will as often as not offer you a car to go
into town for lunch, giving you the
chance to see from ground level the
same town you just circled before land-
ing. It's a different town when viewed
first from a Cub, then from the ground,
than it would appear from greater dis-
tances.
From a jet overhead at 35,000 feet ,
the passengers look down and see a
small gathering of buildings and remark:
"Not much of a town." From the J-3 how-
ever, you see things differently. You see
the small colorful pots hung by the
porches and smell fresh mown hay in
the summer. You see Grandpa raking
leaves, smell the smoke and see young
children excitedly carrying pumpkins in
the fall. You see farmer's pickups
gathered around cafes at breakfast time
in the winter, and kids in light jackets
flying kites in the spring. You see not
just buildings and land from low altitude
in a Cub, you see life; and nowhere in
the country is life prettier than in the
many small towns that dot our coun-
tryside. "Not much of a town," you say?
You'd better not say that in America's
heartland, or to a J-3 pilot. The smaller
the town the better.
And what of a Cub itself? It is legen-
dary in aviation, and for good reason. A
design from the 1930s, the airplane
rose from the depths of the Great De-
pression to become THE true classic. It
is an open cockpit plane in the summer,
and a (chilly) closed cockpit plane in the
winter. It is the ultimate sport airplane,
whether on wheels, skis or floats.
Fifty years after it first took off, the J-3
is still thrilling pilots, and giving kids
their first airplane rides from pastures
and little grass airports. If every person
who learned to fly in a Cub could stand
up and be counted, I'm sure the total
would stagger us all. I've had many an
old-timer walk up to my Cub at the gas
pumps and reach out to touch it. They
turn to you and say, "Well, I'll be darned.
A J-3. I first soloed in one of these in
'38 ... . " Their voice drifts off as they
turn to look over the Cub with a glint in
their eye. They touch it, and they're
young again.
All this philosophy, and the day has
passed at little Lakefield airport. It's still
raining. Time to put my pen and paper
aside, and get the Cub put away for the
night. Tomorrow's another day. The
November rain will probably change to
snow as I sleep, and so the kind fellows
here have offered to squeeze the J-3
into their shop hangar for the night. It's
a little extra work for them, but then
again, this is a small town airport and
folks are real people here. We'll sure be
back, my J-3 and I, if not to this exact
airport, to one of a thousand like it. •
VINTAGE AIRPLANE 5
Cruising low over the Wisconsin country side, the LC-126 shows its tapered, full cantilevered wing with its seven-foot chord at the
root. In spite of the windshield extending to the forward spar of the wing, this model Cessna is often referred to as "The Blind Bomber".
DEAN RICHARDSON'S CESSNA LC-126-C 
by Norm Petersen
(Photos by Carl Schuppel, except as
noted)
Perhaps you wondered about the
"ancestry" of the unusual Cessna 195
on the front cover of this month's Vin-
tage magazine. Let me assure you that
it is indeed a "classic" airplane in the
truest sense of THE word. It is also the
subject of this article, which will explore
the history behind this Oshkosh '87
award winner - Best of Class III - 150
hp and up.
Our subject is a 1952 Cessna LC-
126-C, N4666T, SIN 7802, which is the
military version of the Cessna 195. This
beautifully redone aircraft is owned and
flown by Dean Richardson (EAA
114432, NC 5264) of 7317 Whitacre
Road, Madison, WI 53717. His airplane
is one of 83 Cessna LC-126 (Light
Cargo) aircraft that were built and sold
to the military during the years 1949 to
1952.
The first 15 LC-126 were delivered in
January 1950 complete with wheels,
skis and Edo 38-3430 floats! These
were used by the 10th Rescue Service
6 NOVEMBER 19B7
Squadron in Alaska and were "exten-
sively" tested in severe usage. The ser-
vice pilots developed a "short landing"
procedure that would make a present
day "antiquer" cringe with remorse! With
the brakes locked up tight and the flaps
extended, the pilots would hit the run-
way tailwheel first and slide to a full stop
in 100 feet! (Apparently the tires were
expendable!) The feat is quite amazing
for a 3350 lb. airplane!
Following the rather surprising perfor-
mance of the original 15 aircraft, 68 ad-
ditional LC-126-B and LC-126-C aircraft
were delivered to the Air Force and
used for light cargo and personnel
hacks. Dean's N4666T is from this latter
group and is one of 527 Cessna 195s
on the FAA register today. The list in-
cludes 263 Cessna 195, 132 Cessna
195A, 128 Cessna 195B, one LC-126-
A, one LC-126-B and two LC-126-C.
Dean's airplane is carried on the regis-
ter as a 195 and for some unknown
reason is listed as a 1942 airplane when
the date of manufacture is 1952!
Growing up in Madison, Wisconsin,
Dean Richardson learned to build
model airplanes at an early age, cul-
minating in his first airplane ride in a
Beech Bonanza at age 10. By the time
he was 12, his father had taken him on
flights in North Central DC-3 airliners,
often getting to go up in the cockpit and
observe the pilots at work (it was differ-
ent in those days, folks).
Fascinated with airplanes, Dean
joined the Mt. Horeb (WI) Flying Club in
the mid-sixties and earned his Private
license in a 152 and 172. Buying a Lus-
combe 8A, 65 hp, he learned the art of
flying a tail dragger from a sod field.
After some 400 hours of enjoyable fly-
ing, he brought the 8A to Oshkosh and
promptly sold the aircraft!
On Father's Day, June 19, 1983,
Dean and his wife, Wendy, drove to the
Palmyra (WI) Flight Breakfast where
they ran into Gene Chase, Vintage
editor, who had flown in his Davis D-1 -
W parasol with yours truly aboard!
All of us there remember a local pilot
pushing his Cessna 170B out of a
hangar and hanging out a sign, "For
Sale"! The 170B was absolutely origi -
nal , down to the last nut and bolt, and
the "oohs" and "aahs" were like a
chorus! Dean Richardson sought out
the owner and bought the 170B on the
spot - shaking hands on a gentlemen's
A  smiling  Dean  Richardson  poses  with 
his  pretty  13-year-old  daughter,  Erin,  in 
front  of  the  award-winning  Cessna  LC-
126-C, alias 195. 
agreement  with  the  paperwork  to  be 
done  on  Tuesday. 
A phone call  on  Tuesday ellicited the 
fact  that  the  owner had  accepted  $500 
from  a  Chicago  buyer!  Acknowledging 
he  may  have  made  a  mistake,  the 
owner  called  the  Chicago  buyer  and 
explained  the  gentleman's  agreement. 
In an exemplary display of honesty (and 
backbone)  the  Chicago  buyer  said,  "If 
he  had  a  gentleman's  agreement  with 
you,  he  gets  the  airplane!  I'm  number 
two! " 
Dean  bought  the  170B  and  started 
polishing  the  bare  aluminum.  With  the 
shine  really  looking  good,  he  flew  the 
four-placer  to  East  Troy, WI  where  the 
red  trim  was  repainted. With  everything 
looking  like  new,  he  flew  the  170B 
(N2681 D) to Oshkosh '84 and garnered 
the Outstanding in  Type award! Early in 
1986  Dean  sold  the  170B  to  Michael 
Willey  (EM 281197,  AlC  11520) of St. 
James,  New  York  and  started  the 
search  for  a  195. 
After about five  months of searching, 
a  195  was  located  in  North  Carolina. 
The  owner  sent  Dean  a  video  tape  of 
the  airplane  and  it  looked  good - as  a 
civilian  airplane.  Dean  was  invited  to 
North  Carolina as a guest of Larry Mor-
ris,  and  spent  four  days  studying  the 
airplane.  Dean  learned  a  great  deal 
about  the  aircraft,  and  the  owner 
learned  a great deal  about how rare  an 
LC-126-C  was!  Dean  bought  the  195 
and  flew  it  back  to  Wisconsin.  Cruise 
was  170 mph at 14-1 /2 gph and  he was 
back in  Madison in  5 hours and  15 min-
utes!  Not  bad  for  a  1952 airplane! 
The 195, with its civilian paint job, had 
Original  semi  pointed  spinner fits  well  with  Hamilton  Standard  prop  and  bump  cowl. 
Top  of cowl  and  inside upper half of wheel  pants are painted in dull olive drab for anti 
glare.  Note stall  strip near wing  root. 
only 40  hours on  its 275 Jacobs engine 
which  had  been  done  by  Jacobs  Ser-
vice  Company  of  Payson,  Arizona.  It 
ran  like  a  watch  (not  digital,  folks,  the 
old  wind-up  kind)  and  was  in  quite  re-
markable  shape.  The  seats  had  been 
nicely  redone  by  the  previous  owner, 
and gave a starting point for the rebuild . 
Dean  wanted  to  redo  the  instrument 
panel,  carpet,  interior,  headliner  and 
paint.  The  big  job  started  by  flying  the 
bird  to  Central  Aviation  in  Watertown, 
Wisconsin  and  putting  Randy  Effinger 
and  Sandy  Schumacher to  work. 
Numerous technical  manuals and  re-
ports  on  the  LC-126-C  were  located  by 
EM Librarian, Dennis Parks,  and Capt. 
Dave  Easton  of  the  Air  Force  contri-
buted  more specifications on  colors. An 
original  Operations  Manual  and  Struc-
tural  Repair Manual were obtained from 
ESSCO in  Akron,  Ohio. One big advan-
tage in the project - the entire airplane 
had  been  zinc  chromate  primed  at  the 
factory  and  there  was  no  corrosion  to 
be  found. 
Making  a  drawing  using  the  bulk-
heads for  position  reference,  Dean  laid 
out  the  "Stars  and  Bars"  for  the  fuse-
lage sides.  Imagine the delight when the 
old paint was stripped away - the "Stars 
and  Bars" were etched  in the aluminum 
and  were  plainly  visible!  Randy  was 
able  to  layout the  patterns  perfectly. 
A  friend  of  Dean's  mentioned  to  him 
that  a few  LC-126-C  aircraft were  used 
as VIP transports in  S.E. Asia and were 
painted  in  MATS  (Military Air Transport 
Service)  colors.  These  often  included 
prop  spinners,  wheel  pants  and  the 
whole  works.  This  would  be  the  paint 
scheme  that  Dean  would  use.  The 
painting  was  done  at  Central  Aviation 
and  involved  "gobs"  of  masking  paper 
and  masking  tape!  When  looking  over 
the  airplane,  you  must admit the  detail-
ing  is  superb. 
The  instrument  panel  was  rebuilt  by 
Chuck  Van  Allen,  a  technician  at  Hal-
verson Avionics in Madison, Wisconsin. 
Using  some  very  clever  ideas  and  ex-
ceptional  workmanship,  Chuck  was 
able  to  do  the complete job without de-
stroying  any  of  the  original  panel!  The 
full  IFR  panel  includes  a  King  Audio 
panel,  Apollo  612D Loran,  King  KX155, 
digital ADF with printout, auto pilot, King 
209  Glide  Slope  head,  Terra  920  Nav/ 
Com,  King  76 transponder and a slaved 
Left side cowl lists all nomenclature rela-
tive  to  the  airplane  including  the  serial 
number.  Bayonet  type  exhaust  stack  is 
original equipment. 
VINTAGE  AIRPLANE  7 
Dean Richardson cruises by in his Cessna LC-126-C with the landing gear hanging in
the normal "bow-legged" fashion. The absence of struts makes for a clean airplane.
Dean Richardson's
Cessna LC-126-C
gyro system. The original military panel
eyebrow lights were retained.
A close look at the cabin headliner
and interior reveals a first class piece
of work by Sandy Schumacher. Her de-
licate touch with needle and thread plus
the ability and tenacity to do the fabric
work exactly as original (and sometimes
ever nicer!) really sets the tone for an
award-winning project. An added bonus
is a quieter airplane due to sound insu-
lation used throughout.
Certain "extras" were included with all
LC-126 aircraft before they left the fac-
tory. Seaplane fittings for Edo floats and
ski fittings were standard along with
hoisting rings above the cabin and
special lift points on the rear of the fuse-
lage. Besides a courtesy light in the
right wing to illuminate the door at night,
each wing has a landing light set at dif-
ferent angles for night landings. An
emergency door on the left side of the
fuselage is standard for the LC-126,
and a large baggage door on the right
side, behind the cabin, is designed for
the loading of "litter" cases.
The engine compartment features
dual oil coolers along with a special
"Venturi" cowling ring which really holds
engine temperatures down on a hot
day! Peak temperatures are 145 de-
grees on a warm day while in winter,
the oil coolers can be shut off if the tem-
Posing for its picture in front of the crowd at Oshkosh '87, the LC-126-C cuts a pretty
picture with its overall light grey paint scheme and colorful detailing. Pilot's lefthand
window rolls down like a car - a touch of class!
Original military "channel tread" tailwheel tire sits below tailwheel "boot" on the LC-126-
C. Note fin and rudder, which has a Cessna 170 origin. Elevator trim is located on right
elevator.
8 NOVEMBER 1987
Nicely done instrument panel is full IFR
yet retains the look of the original panel.
Dual control yoke is standard on LC-126.
Note original "eyebrow" lighting over
each instrument.
Highly prized and sought after original
aluminum wheel pants effectively stream-
line the 6:50 x 10 wheels and tires.
Wittman spring gear has proven to be
simple and trouble free.
peratures get below 100 degrees.
The wheel pants and brakes are orig-
inal and Dean merely restored them to
new condition rather than convert to
some other wheels and brakes. Perfor-
mance to date has been perfect. One
of the really hard to find items was the
military "channel" tread tailwheel tire.
Dean looked high and low for weeks
c:
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Military style left side escape door is visible in this photo. Door is hinged from the top
and swings up against wing. Note tiny mirror on right side of cabin interior which allows
pilot to see forward on right side - normally a blind spot.
before he discovered one on Dick
Wixom's (EAA 132607) Stearman at
Janesville, Wisconsin. Offering a brand
new tire and a few beads of wampum,
Dean was able to convince Dick to let
the channel tread tire go. It was one
more point of originality for the judges
to score on.
With the "Best of Class III" award
proudly placed next to his earlier "Best
of Type" award, Dean is rapidly coming
to the forefront of the classic restorers.
He looks forward to making some family
trips to Minneapolis, Tucson and
Phoenix this winter. Wherever the LC-
126-C shows its pretty paint scheme,
admiring eyes will carefully watch as it
taxies by.
Like we said in the beginning, it's
unique . •
From this angle, we get a good look at the overall shape of a 195 (LC-126-C) with its big round engine and five place cabin. Note
large baggage door which is large enough to load a litter patient through. Wing flaps do not show as they are of the split type that
come down from the bottom side of the wing.
VINTAGE AIRPLANE 9
nteresting Members 
------NIELS SORENSEN------
Editor's Note: A  native Minnesotan,
Niels Sorensen has played an active roll
in Minnesota aviation for nearly 60
years. Many, many fortunate pilots have
benefitted from his tutelage, and his un-
selfish devotion to everything aeronau-
tical has helped to bring credit to the
history of Minnesota aviation. Following
is his story as revealed to author Noel
Allard.
Niels  Sorensen  was  born  April  17, 
1912  in  Minneapolis,  Minnesota.  As  a 
kid  he  worked  for  a farmer  near  Wold-
Chamberlain  Airport  there.  In  1930  he 
made his first flight but it wasn't until six 
year  later  that  he  learned  to  fly  in  an 
OX-5  powered  Curtiss  Robin,  NC9289. 
(In  1934,  Lindbergh visited  nearby  Rip-
ley,  Minnesota,  and  Sorensen  was 
there  to  snap  his  photo  with  a Brownie 
camera.)  Sorensen,  at  the  time  of  his 
solo, was  working for  Western  Electric. 
Soon,  his  vocation  would  be  entirely 
aviation  related. 
Just  before  his  first  solo  on  July  5, 
1936,  Sorensen  joined  the  Naval  Re-
serve  Squadron  VO-7  (observation). 
As  his  flying  experience  increased, 
Sorensen  became  a  flight  instructor 
operating  out of Oxboro  Airport  in  Min-
neapolis. When  Oxboro closed  in  1937 
or 1938, Sorensen transferred to  Cedar 
Airport  and  later  to  the  larger  Wold-
Chamberlain  Airport. 
In  December,  1938 Sorensen bought 
his  first  airplane,  a 1930 Buhl  Pup.  The 
Buhl,  which  eventually  ended  up  with 
Luscombe  wings,  was  initially  kept  in  a 
small  hangar  at  the  Christian  Brothers 
farm,  66th &  Bloomington, Minneapolis. 
The  airport  at  the  time  was  little  more 
than  a hayfield  near a working  farm.  In 
April  1939,  Sorensen  and  the  Christian 
Brothers  expanded  their  aviation  train-
ing  with  the  addition  of  a  Taylor  CUb. 
The  team  also  got  into  sales,  and  six 
Porterfields  were  sold  before  1940. 
Sorensen  had  a  few  failures,  too.  "I 
was  flying  a  student,  who  was  also  a 
lawyer,  to  Des  Moines to take a depos-
ition," Sorensen said. "On the way back 
between  Ames  and  Nevada,  Iowa  at 
night, the engine swallowed a valve and 
began  hammering.  I  had  a  good  idea 
where  the  unlighted  Nevada  airstrip 
was and got in. The lawyer asked if that 
happened  often. He  then  quit flying. 
"I  was  lucky  in  the  1930s  period.  I 
10 NOVEMBER  1987
was  conservative  and  a  little  bit  afraid 
of  airplanes.  I  wasn't  as  casual  as 
people  are  today - they jump into their 
airplanes  just  like  they  jump  into  their 
cars .. . I think that has resulted  in  a lot 
of  problems." 
In  1940  Sorensen  started  flying  for 
Mcinnis  Aviation,  the  FBO  at  Wold-
Chamberlain.  When  the  FBO  started  a 
satellite operation training  Navy cadets, 
the Civil Aviation Authority War Training 
Service  at  Victory  Airport,  Sorensen 
changed  airports again. 
1940  was  a busy  year  for  Sorensen. 
He was licensed by the CAA as a desig-
nated  flight  examiner  (flight  examiners 
got  no  fee  then  - their  services  were 
gratis.) 
In  March  1941,  Sorensen  moved  to 
Hinck  Flying  Service  as  a Civilian  Pilot 
Training  Program  instructor.  He  taught 
aerobatics  in  a Waco  UPF-7. 
"The  WTS  was  a  screening  ,proce-
dure - the student got 10 hours of dual 
to  see  if  they  could  qualify  as  military 
pilots.  If  they  did,  they  went  on  to  the 
military.  The  CPT  program  was  to  get 
kids through private, commercial and in-
strument.  Most  of  those  students  went 
into  the  airlines." 
"Before the war,  I got an  airline appli-
cation,  but I never filled  out the applica-
tion.  The reason: the pay was so  lousy. 
I was doing  real  well  (flying  instruction) 
instead  of  starting  at  $150 - I was  in-
structing aerobatics for Hinck and Mcln-
nis  and  making  three  times  as  much. 
Nobody could see into the crystal ball." 
Called  to  active  Naval  Reserve  duty 
in  1941,  Sorensen  was  attached  to  a 
PV-1  squadron. Later,  he  was officer in 
charge  of  Merrimac  satellite  training 
field.  During  the  course  of  the  war  he 
was  stationed  in  St.  Louis,  Minneapolis 
and  Florida  where  he  instructed  in  PV-
1s.  In  1945 he  was  flying  PV-1s  off the 
Aleutian  Islands. 
"The  Aleutians  were  a  dead  zone," 
he  said.  "Never  found  any  subs.  No 
sonar, no  anything,  just your  eyes." 
During  his  military  career,  Sorensen 
flew  N3Ns,  N2Ss,  Vought  OSU-1s, 
SNC-1,  03Us,  SUs,  Spartan  NP-1s, 
SNCs,  SNJs,  GB-1  (Staggerwing),  IN-
1  s  (Martin  B-26  - Sorensen's  first  tri-
gear airplane),  PV-1s,  NH-1  Howard in-
strument trainers and  PBOs (Lockheed 
Lodestar). 
During  his  military  career,  his  only 
significant  problem  occurred  in  a  PV-1 
with  an  instructor  flying.  "We  made  a 
bad landing and went up on the nose. " 
Back  in  Minnesota  after  the  war, 
Sorensen  and  Ed  Sieber  started  Lake-
land  Skyways.  Sieber  had  flown  with 
Mid-Continent Airlines and then Braniff. 
Sieber  is  now  a  real  estate  agent  (Ed 
Sieber &  Associates). 
In the 1950s a friend asked Sorensen 
if  he  wanted  some  time  in  a  P-51 . 
Sorensen  eagerly  took  the  opportunity 
(Continued on Next  Page) 
----------------- by George A. Hardie, Jr.-----------------
Here's another two-place low-wing
monoplane from the early 1930s that
never reached production. The photo
was taken at Oil City, Pennsylvania in
1934 and was submitted by Warren E.
Wood of Charlottesville, Virginia. An-
swers will be published in the February,
1988 issue of THE VINTAGE
AIRPLANE. Deadline for that issue is
December 10,1987.
Tom Henebry of Camarillo, California
recognized the August Mystery Plane
and wrote the following :
"It is the International Triplane de-
signed by Ed Fisk and built in the Long
Beach, California area early in 1925.
Designated the CF-10, it was originally
powered by two OX-5s and used as an
airliner around Los Angeles. When the
Dole Race prize was announced in
1927, it was fitted with Wright Whirlwind
J-5s and larger gas tanks and entered
in the race as the "Pride of Los
Angeles. "
"One of the several sponsors in the
race was cowboy movie star Hoot Gib-
son. Ed Fisk built several aircraft using
the octagonal section fuselage, built of
Haskelite, an early form of impregnated
plywood. His financial partner, J. W.
Catron, did not share Fisk's enthusiasm
for this monstrosity and did not risk his
coin on this turkey. The planked fuse-
lage must have been extremely heavy
and to aid pilot visibility the center wing
was not attached to the fuselage. The
two place open cockpit was located just
forward of the tail section so it doesn't
appear in most photos.
"On August 11, 1925 the plane was
ferried from Long Beach to Oakland,
California for the start of the race. Pilot
James L. Giffen, navigator Theodore S.
Lundgren, and Lawrence Weil, a friend,
were aboard when the trip lane ap-
proached the recently bull-dozed Oak-
land runway. On landing, the plane
bounced and swerved on the soft run-
way, so the pilot poured on the coal for
another go-around. Low and slow with
one engine sputtering, the aircraft slid
into the Bay and came unglued. The
three persons aboard were all rescued
without injury."
Other answers were received from
Doug Rounds, Zebulon, Georgia; Will-
iam Fischbach, Alameda, California; H.
G. Buffington, San Diego, California;
Robert Wynne, Mercer Island, Wash-
ington; Mike Rezich, Chicago, Illinois
and Charley Hayes, Park Forest, Il-
linois.
to get the time in his logbook.
"I've flown 125 different aircraft," he
said, "one of the oddest was a National
Blackbird. It had a French nine-cylinder
Salmson engine and no sides to the
cockpit. You sat in it like you would a
box. It was an unlicensed aircraft at old
Nicollet Field . .. west of Cedar airport.
Owned by a fellow named Russell
Nicollet, it was another strip like Chris-
tian's. There was a dump in the middle
of it - just a pile of junk. They used to
burn some potato fields in the vicinity
and the fires made it easy to find the
airport from the air."
Sorensen continued flying profes-
sionally with Lakeland Skyways until
1977 when he retired. During retirement
he began looking for an airplane build-
ing project and settled on the World War
I SE-5 single seat fighter.
Before starting on the project, Soren-
sen researched construction tech-
niques and materials on the SE-5. He
wanted to build one as close in size and
design as he could.
"I 'm trying to stick as close to original
as possible," he said. "Metals today are
better . .. they (World War I builders)
used cold rolled steel for fittings. (On
the replica SE-5) we will use chromoly
4130 which is 10 times as good. Bolts
and hardware are better - nickel steel
bolts as opposed to carriage bolts used
in the original. But we'll still use spruce.
"I'm going to discount what pilots of
the time said (about the SE-5) because
the young cadets didn't have much ex-
perience. The pilots claimed it landed
too fast (60 mph) and had poor aileron
control. They probably only had about
100 hours logged and in nothing but
Standards. In the SE-5 there is a big
long control stick so there are tremend-
ous leverages. I think that is why they
overloaded the wings sometimes and
pulled the wings off. The pilots had no
chutes. I'm not building the SE-5 for
competition. It is a replica except for the
instruments." •
VINTAGE AIRPLANE 11
5PIlR
Spartan NP-t 
by George E. Goodhead, Jr.
(EAA 3603, Ale 5176)
6326 East 4th Street
Tulsa, Oklahoma 74112
Spartan Aircraft Company, Tulsa,
Oklahoma produced its model NP-1 mil-
itary primary trainer for the U.S. Navy
from 1940 to 1942. It was a two-place
tandem biplane with an upper wing
span of 33 ft. , 8-3/8 inches, height 9 ft. ,
4-1 /2 inches and a length of 24 ft., 7-3/4
inches. The empty weight was 2080 Ibs.
with a useful load of 720 Ibs., and a
gross weight of 2800 Ibs. It had a
welded steel fuselage frame, fabric co-
vered aft of the rear cockpit with
aluminum lift off panels forward to the
firewall on both sides of the fuselage for
easy access and servicing.
The wing was constructed of lami-
nated spruce spars, spruce ribs and
12 NOVEMBER 1987
drag struts, all fabric covered with the
exception of the removable metal tips.
Interplane and cabane struts were
streamline steel tubing. The ailerons
were of riveted aluminun alloy construc-
tion with fabric covering.
The fin and stabilizer were stressed
skin, aluminum alloy construction and
the elevator and rudder were of riveted
dural framework, fabric covered. The
split-axle type landing gear and the
swiveling tail wheel were equipped with
oleo shock absorbers. The ship was
powered with the Lycoming Model R-
680-8, 220 hp engine.
Construction on this prototype Spar-
tan, first designated the NS-1 , was
started in the early part of 1939. The
fuselage frame jigs that were used to
build the Spartan C-3-165 and Model
225 in the early 1930s were utilized to
construct the side panels for the NS-1 .
However when the two side panels
were attached together, the fuselage
was narrowed by over 12 inches since
the NS-1 was to be a two-place tandem
and the C3s were three-place, with a
wider front cockpit.
Upon completion of the prototype,
Jess Green, General Manager of the
Spartan Aircraft Company test flew the
plane for 45 minutes on September 23,
1939. This original prototype, NX17634,
was painted with Army trainer colors,
blue fuselage and yellow wings, desig-
nated the NS-1 and presented to the Air
Force in- hopes of obtaining an Army
Primary Trainer contract. Since this did
not materialize, the ship was repainted
Navy yellow, presented to the Navy and
on July 10, 1940, Spartan received a
contract to build 200, deSignated at this
time the NP-1.
One additional Spartan NP-1 was
The Spartan NS-1, NX17634 with blue fuselage and yellow wings with which the com-
pany hoped to gain an Army primary trainer contact.
Spartan NS-1 /NP-1 NX17634 repainted all yellow with added ring cowl and landing gear
fairings. The Navy ordered 200 of these primary trainers on 7/10/40.
To help further the war effort, Spartan Aircraft Co. and its employees donated this NP-1
"The Spirit of Spartan," to the U.S. Navy. Here, employees apply finishing touches.
built and donated to the Navy by Com-
pany President J. Paul Getty with all
materials furnished by Spartan and em-
ployees donating their time for one day,
which was more than enough man-
hours to construct an average NP-1 . On
March 30, 1942, this plane was pre-
sented to Lieutenant W. F. Marriner,
Chief Naval Inspector at Spartan, who
accepted it on behalf of the Navy.
Much to everyone's surprise, J. Paul
Getty closed the Spartan factory in 1960
after 32 years of operation. Among the
aircraft produced were the models
C2, C3, C4, C5, 7W "Executive," NS-1
(later designated NP-1) and the one
and only models 12 (no additional
name) and 8W "Zeus." Spartan also
provided major assemblies and other
parts for Boeing, Consolidated, Curtiss-
Wright, Douglas, Fairchild, Goodyear,
Grumman, Lockheed, Martin, North
American and Republic. During the
company's final 12 years, they pro-
duced thousands of luxurious mobile
homes.
At this time I was fortunate to be good
friends with Fred Stewart, Chief En-
gineer at Spartan and his associate,
Lloyd Pearce. I was given access to the
attic above the large engineering room
to obtain any drawings and tracings I
was interested in. After a full day, carry-
ing arm loads down three flights of
stairs, I ended up with a panel truck full
of prize possessions. Among these
tracings were over 500 pertaining to the
Spartan NP-1 , which at a later date I
donated to the Experimental Aircraft As-
sociation. They are still in the EAA Li-
brary in the original carton in which they
were shipped.
In November 1969, an ex-Army Mar-
tin B-26 pilot, Walter L. Wright (EAA
76569, AlC 292), 2280 SW Fernwood
Circle, Lake Oswego, Oregon 97034
obtained parts of a Spartan NP-1 from
Clover Park Trade School , Thun Field
near Tacoma, Washington. These parts
were from NP-1 , factory serial no. 1,
Navy no. 3645. On March 25, 1970,
three wing panels and wing struts were
obtained from W. C. Clantz in Charlot-
tesville, Virginia that came from the Uni-
versity of Virginia. These parts were off
NP-1, serial no. 86, Navy no. 3730. The
airframe was purchased February 14,
1972 from Charles Hellinger and
George York of Mansfield, Ohio. This
plane, serial no. 47, Navy 3691 came
from Wooster College in Ohio.
Missing the right upper wing and aile-
ron as well as the complete horizontal
stabilizer, Walter obtained my name
and requested drawings for these parts.
I had some 20 prints made from the
tracings at a local blueprinting company
and mailed them to him. At a later date,
Walt visited the EAA Museum (then in
Hales Corners, Wisconsin) and had ad-
ditional prints made from other tracings.
In 1975 Walt transferred ownership
of the NP-1 to his son Jeff, an Air Force
VINTAGE AIRPLANE 13
5PIIR 
C-130 pilot, in hopes of speeding up the be told from the original. Bill also built
restoration. Jeff contacted Bill Yoak of the missing metal aileron.
Carlsbad, California who after much While those parts were being built,
time was induced to take on the building Walt and Jeff were busy building the
of the metal stabilizer from the factory missing right wing panel. From then on
drawings. The finished product cannot the project progressed steadily to com-
Factory side view of NP-1.
Spartan NP-1 , C/N 2, Navy SIN 3646.
NP-1s in the Spartan factory.
pletion. The Spartan was test flown by
Jeff on July 13, 1987, its first flight in
approximately 45 years. Jeff reported it
was light on the controls and very
steady in the air, but was under-pow-
ered for some aerobatics.
The NP-1 had a reputation of having
bad stall and spin characteristics, there-
fore most of the 201 NP-1s were either
destroyed or donated to aviation
schools for ground school instruction.
This is puzzling since the NP-1 was the
same basic aircraft as the model C3 de-
signed by Willis C. Brown in the late
1920s. A quote from an early Spartan
brochure reads, "From an aerodynamic
standpoint, the plane (Model C3) was
designed so, that it would not stall, and
Factory data plate for Jeff Wright's NP-1,
N29800, SIN 3691.
VINTAGE AIRPLANE 15
The only Spartan NP-1 currently flying is Jeff Wright's N28700, SIN 47 in which he made
the plane's first flight in 45 years on 7/13/87.
in flight tests it demonstrated unusual
non-stalling characteristics. Some thirty
well-known pilots who have flown the
machine were unable to make it spin
with engine on or off. The plane showed
no tendency to slip off on one wing, from
any position, when all flying speed had
been lost. Instead, as it nears a stall ,
the nose settles and the plane moves
forward in a safe glide."
Editor's Note: George E. Goodhead,
Jr. was born in 1914 and has lived in
Oklahoma all his life. Always interested
in aviation, he was an avid builder of
models as well as a photographer and
his photo collection numbers in the
thousands. His first three hours of dual
flight instruction were in a Collier Am-
bassador before signing as a student
with Spartan School of Aeronautics in
1937 (10 hours for $60). He soloed in
a J-3 Cub and went on to get his com-
mercial license and flight instructor rat-
ing.
In 1944 he instructed for Spartan in
Fairchild M-62As (PT-19s) and later
worked for them as an inspector in the
plant. While WW " was winding down,
George returned to his pre-war job at
Bell Telephone in Tulsa. He retired from
that company in 1976. In 1961 George
was instrumental in forming the Spartan
Alumni Association, which celebrated
its 25th anniversary last year . ... G. R.
Jeff gives his sister-in-law Ruth Wright a ride in the NP-1. C.
16 NOVEMBER 1987
MEMBER'S  PROTECTS ... 
----------------- Compiled by Gene Chase -----------------
Monocoupe 110 Special
Frederick E. Ludtke (EAA 46948),
1427 E. Manor, Freeland, Washington
98249 is nearing the end of his
Monocoupe 110 Special project. Power
is a 185 hp Warner. Fred is shown here
holding the fiberglass bump cowl which
he made. It's truly a work of art and
extremely light, too.
Fred is well known in the Pacific
Northwest as an aerobatic pilot and that
is his intended use of this Monocoupe.
(Gene Chase photo)
Aeronca Champ
This nicely restored 1946 Aeronca
Champ, N81870, SIN 7AC-493 is
owned by Mike Gregg (EM 154077, N
C 8239), 819 7th Street, Staples, Min-
nesota 56479. Mike spent 18 months
restoring the plane, completing the job
in September, 1985. The covering is the
Ceconite 7600 process with a finish
coat of Imron. Mike plans to replace the
metal prop on the Continental A-65 with
a wood prop.
Last year, Mike and his son flew the
Champ from their home in central Min-
nesota on a 2,000 mile round trip to
Oshawa, Ontario, sleeping four nights
under the wing. Total flying time was 12
hours and they flew over Mike's grand-
father's farm, just as his father had in
1943 in a 8-17! •
Curtiss JN4D
Chet and Marian Peek (EM
262717), 1813 Danfield Drive, Norman,
Oklahoma 73072 and their newly re-
stored 1917 Curtiss JN4D "Jenny." Chet
spent several years on this beautiful re-
storation and flew it for the first time on
10/6/87 . Its F M registration number is
N2525. Further details will appear in a
future issue of The Vintage Airplane.
VINTAGE AIRPLANE 17
A Love Affair with
Al Mooney's Little "Wooden Wonder
• • •
• • •
the CULVER  CADET 
by Charles W. Harris
(EAA 96978, AlC 2158)
3933 South Peoria
Tulsa, OK 74105
This story began 46 years ago when
a 13-year-old boy in a small town in Ok-
lahoma saw a picture of an airplane that
literally reached down and touched his
soul. That airplane was AI Mooney's in-
spired gift to the pre-war light airplane
world, the Culver LCAILFA Cadet.
The young boy had been an aviation
buff since his earliest recollection. He
had gone to pasture airports and to the
air shows with his dad. He had read
about and knew all the flying machines,
all the famous aviation names and
events, and he was in love with it all.
But, the Culver was something else.
How could anyone create anything so
beautiful? The Cubs, Taylorcrafts,
Aeroncas, Luscombes and their larger
and more expensive counterparts were
much admired, but oh, oh the Culver! It
was so small, so sleek, sooo beautiful
and it had such performance. How
could the Taylorcrafts and Luscombes
do 90-95 and the Culver do 120
(guaranteed!). How could it have re-
tractable landing gear? How could it
have the gorgeous elliptical wing plan-
form? It had it all; speed, range and
beauty! It had the aviation world talking,
and it had the special elusive quality -
a mystic!
In the fall of 1940 and the spring of
1941 the orders poured in to the Port
Columbus, Ohio plant at a rate that ex-
ceeded production capability. AI and Art
Mooney were amazed at what was hap-
pening. Knight Culver, who owned the
company, was very pleased; it ap-
peared the design and production team
he had acquired from Clare Bunch and
Monocoupe had rung the bell practically
the first time out. A series of events re-
sulted in the production facility being
moved to Wichita and it was here that
things really began to move. From Sep-
tember, 1940 to October, 1942, Culver
built 350 civil models of the little wooden
wonder. It was the "quantum leap" that
had been long sought in the light plane
world. It was to be the role model of the
larger, more powerful high performance
machines that the industry would pro-
duce in the post-war years.
Our subject airplane, Culver LFA,
NC41716, Serial no. 433, was built in
18 NOVEMBER 1987
Wichita in February, 1942. It went to
Colorado when first sold and shortly
thereafter to the L.A. basin of California
where it resided for nearly 40 years be-
fore being acquired by the author in
1984, whereupon it was flown to Ok-
lahoma. It had had some 20 owners,
had good care and eventually got to rest
some 8-9 years during the 1960s when
its owner at that time took it apart and
hung it up in the roof of a hangar. It was
acquired by another owner in 1968
whereupon it was completely remanu-
factured by Culver specialist Richard
Miller, and put back in the air. In 1983,
the original Franklin 90 was replaced
by a Continental C85-12F.
Your author had soloed at sixteen in
a Cub, operated T-crafts, Aeroncas and
even a BT-13 during the late 1940s as
a college student. While active sport fly-
ing had to be put aside in the '50s and
'60s when family and business priorities
were paramount, the writer stayed very
close to aviation through his company's
aircraft finance and leasing business
which handled everything from Cubs to
DC-8s. Most business trips were by pri-
vate light and medium twins, and in time
the urge to once again fly the fun
airplanes was too great to deny. As the
'70s emerged, the author was to get
back in to the cockpit to actively own,
operate and fly a collection of unique
aircraft, including a very sharp, original
Charles Harris prepares to fly his pride and joy. The lettering on the gear fairing reads,
"The Way We Were - In the Summer of '42." Note leading edge slots.
580 hour TT J-3C65 Cub, a show class
factory 1977 Pitts S2A with air show
paint, a beautiful Red Devil paint 1976
Pitts S1 S, which won the National Ad-
vanced Aerobatic Championship at
Fond du Lac in 1977 with prior owner
Pete McManus at the controls, and an
800 hour 1949 8F Luscombe (presently
awaiting restoration) . Through all of the
re-found fun flying, the dream of his
early teen years, the Culver, kept rous-
ing embers of fire in his mind. The
search began in the late '70s; the re-
search began at the same time. There
are some 120 Cadets still on the FAA
registration lists; however, it is believed
by the most knowledgeable Culver buffs
that only approximately 25 of the
machines are actually airworthy and
currently flying. These flying airplanes
The front view of the Cadet shows its clean lines. The landing gear retracts inward.
VINTAGE AIRPLANE 19
The vertical wheel between the sticks is rotated by hand to raise or lower the landing
gear. The knob behind it is the gear up/down selector and lock. Wheel wells protrude
into cockpit outboard of each stick, and contain small windows for visual determination
of gear position.
are all in the hands of those who
genuinely revere and appreciate the lit-
tle wonder, thus relatively few of them
ever come to market. In that the
airplane is all wood and with fabric
cover, a very careful and prudent
examination of each available machine
is essential. After many inquiries and
much research (and many expensive
phone calls!) NC41716 seemed to be
the best machine available that would
be put back into its original configura-
tion and appearance without substantial
rebuild. NC41716 was acquired in De-
cember, 1985 and it was delivered to
Oklahoma by the seller. It went right into
Frannie Rourke's shop in Bartlesville,
Oklahoma.
Frannie's a marvel! He is now in his
early 70s; his work is known to many.
His rebuild of Doug Rounds' big
Travelair 6000 resulted in it being
named AM Grand Champion in 1983.
His total. restoration of Bob Taylor's
General Aristocrat resulted in it being
named Reserve Grand Champion at
Blakesburg in 1986. His own 1928 OX-5
Travelair 2000 was Grand Champion in
Denton in 1986. Frannie had consented
to take on the heavy upgrading of the
airplane.
And so Frannie went to work on cowl
rework, engine compartment, baffles,
blast tubes, firewall work, gascolator re-
location, spinner rework, prop polish,
panel rework, cockpit area upgrading,
rework of trim system, gearleg fairings,
etc., etc .. In due time, the machine was
put on a hoist to check and work the
undercarriage. Put the gear up, fine -
lower the gear, whoa - it won't come
down! What? It won't come down! Its
summer, 110 in the hangar, maybe 120
in the cockpit and the gear won't come
down. But, better by far than to be air-
borne trying to get it down! Frannie later
finds the problem, a bent gear tube (?),
fixes it, and we continue on and on . .
interior is put in the airplane by an in-
terior specialist and it turned out beaut-
ifully! Frannie details all of the interior
and it comes out right!
We fly the (still green) machine in
November, 1985, and tweak it; fly it
again in December, 1985, and tweak it,
and again in January, 1986. In Feb-
ruary, 1986 it is flown to Jim Dross' shop
in Broken Arrow, Oklahoma for com-
plete repaint and exterior detailing. After
all of the study and research to guide
Frannie's work, it was back to the draw-
ing board for the exact paint scheme
and color tones.
Jim Dross had graciously agreed to
take on the finish detailing and exterior
painting. Jim's great work is well-known
to Stearman fans. His complete re-
manufacture of entertainer Roy Clark's
black and orange Stearman N54RC re-
sulted in it being named best custom
Stearman in Galesburg in 1986 and
President's Choice at the Tulsa Fly-In
at Tahlequah in 1986.
The most popular original Culver
paint scheme was the fuselage and ver-
tical fin in a darker color with the wings,
horizontal and rudder in a lighter color;
this was coupled with the handsome
three-finger paint stripe. NC41716
would be deep maroon on the fuselage
and fin and Tucson cream on the wings,
horizontal and rudder. The paint stripes
would be cream. The NC numbers
would be replaced on the aircraft
exactly as they were 45 years before.
Trying to authenticate the exact dimen-
sion of the paint stripes was a major
concern and problem, but it was finally
solved. Jim did the impossible on the
paint and finish and the result was
great. His tedious attention to detail
coupled with the research, etc. (plus
normal shop work) ended when the air-
craft was finished and test flown in Jan-
uary, 1987. It flew as good as it looked,
and it looked beautiful!
The two and half plus year task was
finally done. The machine was ferried
home to Riverside Airport on Tulsa's
south side in March, 1987, where it was
met by an admiring group of airport
pals, some of whom had begun to won-
der if the mythical Culver really existed!
The Culver Cadet of 1940-41-42 was,
and is, a magnificent and efficient
airplane. With the 85 hp Continental, it
delivers 135 mph cruise, has 450 plus
mile range, comfort and appeal. Com-
pare those numbers with anything out-
side of today's experimentals, and you
get some idea of what AI Mooney
created 47 years ago.
It is astounding that anyof the aircraft
A new and complete genuine leather The Cadet's instrument panel. Plane has dual stick controls with brakes on left side only.
20 NOVEMBER 1981
Elevator trim handle and indicator is on ceiling. Original data plate is mounted on aft
bulkhead.
VINTAGE AIRPLANE 21
( \
The beautiful elliptical wings and horizontal tail surfaces are evident here. Cabin can
be entered from both sides.
of the '20s, '30s and '40s exist today. It
is certain there was never a thought that
a substantial number of these 40, 50
and 60-year-old airplanes would sur-
vive, much less fly, much less be exhi-
bited and flown as museum quality
machines. The fact that this phenome-
non has occurred has to be credited to
those few talented craftsmen who not
only have the knowledge, but the willing-
ness to rebuild and restore these won-
derful and historic aircraft that we fondly
refer to as antique/classic machines.
When we think back to the '30s, '40s
and '50s, and even early '60s when
thousands of these machines were
slowly but surely deteriorating away to
nothingness on the airfields of the coun-
try, it really makes us all appreciate the
spirit of the men and women who have
given of their time and talent to provide
us what we have today.
The Culver LCAILFA series aircraft
are wood and fabric construction . . .
they are fragile! There are precious few
"gurus" with us today who really know
the airplane. Larry Low, Bill Lawson,
Paul Schyler, Jack West, Jim Rezich
and Susan Dusenbury are a know-
ledgeable group of these "few." Larry
Low and Bill Lawson provided invalu-
able information; Bill Lawson was espe-
cially helpful. He has rebuilt a number
of Cadets and was most helpful. He
knows well the love-hate relationship of
the machines.
The exquisite little Cadet that rang
bells in a young teenager's mind many
years ago is alive and well today as a
beautiful flying antique that is the pride
and joy of this aviation romantic! •
, I y p   ClubActivities 
Compiled by Gene Chase
Annual Convention Set for Alaska
The 1988 Annual Convention of the
International Cessna 170 Association is
scheduled for July 17-22 at Fairbanks
International Airport, Fairbanks, Alaska.
Plenty of parking and camping is avail-
able on the field. Two FBOs with fuel
trucks and radio repair facilities will be
available.
The convention hotel is the Sophie
Station Hotel , 1717 University Avenue,
Fairbanks, AK 99709, phone 907/479-
3650.
Convention co-chairman are Rick
and Cheryl Schikora, 1919 Lathrop,
Drawer 17, Fairbanks, AK 99701,
phone (work) 907/456-1566 and
(home) 907/488-1724 - remember the
time difference.
For information on the International
Cessna 170 Association, contact Velvet
Fackeldey, Executive Secretary, P. O.
Box 186, Hartville, MO 65667, phone
417/741-6557.
AMERICAN BONANZA SOCIETY
20th Anniversary Convention
As noted in the American Bonanza
Society Newsletters, the 1987 Conven-
tion held July 15-19 at Midcontinent Air-
port, Wichita, Kansas celebrated the
20th birthday of the Society and the
40th anniversary of the Beechcraft
Bonanza. By the time the last airplane
was tied down, the official count was
777 Bonanzas and Barons.
It was the largest fly-in by a single
organization that Wichita - "The Air
capital of the World" had ever experi -
enced. It surpassed the previous record
of 525 airplanes at the 1980 ASS Con-
vention in Nashville.
22 NOVEMBER 1987
The airplanes came from virtually
every state and six different countries
on three continents and covered model
years extending back to 1947. It set a
new attendance record of 1,760 over
the previous mark of 1,350 held by the
1980 Convention.
In four nights and three days, there
were two buffets, two banquets, a first-
timer's breakfast, a ladies' luncheon,
exhibits, plant tours, flight line inspec-
tions, fly-bys and daily seminars and
other learning opportunities.
The 1988 ABS Convention is sched-
uled for July 6-10 at Nashville, Tennes-
see hosted by the Grand Ole Opry and
Opryland, USA.
For information on the American
Bonanza Society, contact Cliff R.
Sones, Administrator, P. O. Box 12888,
Wichita, KS 67277, phone 316/945-
6913.
SOUTHWEST STINSON CLUB
The following article by Gary Mur-
dock, Vice-Preisdent of the Southwest
Stinson Club appeared in a recent
SWSC newsletter.
The Right Maroon
A recent discovery of an old Air As-
sociates Inc. parts catalog has revealed
many of the paint colors by Berry
Brothers that were used on most of our
Stinson's. A full page of color chips in
perfect condition gave me an opportu-
nity to run down to the paint store and
do some color matching. What I found
may surprise some of you. Imron No.
143 I have been told by more than one,
is a perfect match for the Stinson ma-
roon; not so! I found this to be lighter
than the paint chip Berry Brothers gave
for Stinson maroon, the full name is
Stinson Garnet -Maroon. This color
matched perfectly with Imron No.
32678UH.
Other Berry Brother paint chips for
Stinsons were Diana Cream used for
the side stripe, etc. Orange Yellow for
1946-47 Stinsons, Stinson Green also
1946-47 Stinsons, Insignia Blue used
only on 1946 Stinsons and Stearman
Vermilion also used only on 1946 mod-
els.
The blue used on some 108-3s was
by Lowe Brothers. This is called out on
a 24 x 36" blueprint I have from Univair
(part number 108-3092140).
Berry Brothers had a complete line of
Aircraft Finishing materials known as
Berryloid Aircraft Finishes. This Air As-
sociates Inc. Book (copyright 1949)
stated that Berry Brothers had over 30
years experience in aviation finishes
and had such efficiency that they were
known to be the standard of quality (like
our Stinsons) in the aviation industry.
For information on the Southwest
Stinson Club, contact Dick Goerges,
President, 3619 Nortree Street, San
Jose, CA 95148, phone 408/274-9179.
LUSCOMBE ASSOCIATION
From the current issue of "The Lus-
combe Courant," the newsletter of the
Continental Luscombe Association
edited by Loren Bump, comes this good
news for California residents who own
antique, classic and "unique" aircraft.
California's Senate Bill 95 was re-
cently signed into law by Gov. Deukme-
jian which exempts many antique and
unique aircraft from the personal prop-
erty tax rolls. Private aircraft 35 years
old or older, as well as any aircraft of
any type or model of which there are
fewer than five known to exist
worldwide are exempt.
The bill does not include aircraft used
for commercial purposes, regular trans-
portation or held for sale. The owner
must file for exemption at the local tax
office and pay a one-time filing fee. Also
the owner is required to display the
plane to the public at various times of
the year, such as at fly-ins.
For information on the Continental
Luscombe Association, contact Loren
Bump, President, 5736 Esmar Road,
Ceres, CA 95307, phone 209/537-
9934.
NATIONAL BIPLANE ASSOCIATION
Vol. 1, No.1 of "Biplane News," the
quarterly publication of the National Bip-
lane Association has just arrived at EAA
Headquarters. It's an eight-page news-
letter on high grade paper containing
news, photos and other items of note,
including the following :
Using the FAA Aircraft Registry data,
NBA tabulations show there are 5,651
biplanes registered. The largest group
of biplanes is Stearmans followed by
Pitts. A partial breakdown looks like
this:
Stearmans 2016
Pitts 909
Starduster 499
Waco 344
Beech Staggerwing 207
Navy N3N 141
Meyers 98
Fleet 69
Laird 10
Wiley Post 1
Buhl 1
FAA data does not indicate how
many are in license and, of course,
there is no way to know how many are
out there which are not registered.
Fifteen percent of the National Bip-
lane Association's promotional post
cards mailed to FAA-registered biplane
owners were returned by the Postal
Service marked "Undeliverable," "For-
warding Expired'" or "Moved, Left no
Forwarding Address. "
In reporting this percent of returns to
the mailing list source, NBA was ad-
vised that airplane owners were known
to be very negligent about notifying the
FAA Aircraft Registry of their address
changes. (A possible consequence is
the re-assignment by the FAA of these
"inactive" N-numbers. Many vintage
airplanes have lost their original regis-
tration numbers due to such laxity by
owners . ... G.R.C.)
For information on the National Bip-
lane Association contact them at
Hangar 5, 4-J Aviation, Jones RVS,
Tulsa, OK 74132, phone 918/299-2532 . •
VINTAGE  SEAPLANES 
by Norman Petersen
Interesting photo of a 1949 Cessna 195, N3877V, SIN 7339, mounted on Edo 38-3430
floats and being pumped by Nick Oppegard, left, and serviced by Roger Seiler on the
wing. Photo was taken on 28 July 1984 at a marina on the Saginaw River, Bay City, MI
as the plane was being flown from New York to Seattle! Note missing bumper on left
float.
VINTAGE AIRPLANE 23
byDennis Parks Configuration ond halfof 1931 was 17.2 Ibs'/hp.The
highest powerloading was forthe Cyc-
Oneofthetrends examinedwasthat
loplanewhich struggled through the air
Trends  in  Airplane Design - ofconfiguration,i.e., biplane vs.mono-
carrying an astonishing 30 Ibs. per
planes and opencockpitvs. closed air-
1931 
horsepower.
craft. There was adefinite trend in the
ratioofmonoplanesvs.biplanes.Atthe
TheOctober"VintageLiterature"took
Wing Loading
end of1930,itwasalmosta50-50split
a look at the Department of Com-
with aslightedge for monoplanes. Theaveragewingloadingin1931 de-
merce's Aeronautics Bulletin No. 21,
In 1931 therewasafurtherdeclinein clined to 11 Ibs. per square foot com-
"Trend in Airplane Design as Indicated
theamountofnewbiplanedesignswith pared to a high of over 19 for the new
by Approved Type Certificates" which
onlyfivegettingapprovalsinthesecond designs of the second quarterof 1930.
examined the trends as evidenced by
halfof1931 .Theratioofmonoplanesvs. The highest wing loading for the year
the390aircraftforwhichapprovalshad
biplanesfortheyearwas 68 percentto was 18.31 Ibs./sq.ft .for the Lockheed
been issued between March 29, 1927
32 percent. There were 43 monoplane Orion,alsothefastestnewplaneofthe
and January 1,1931.
approvals and 20 biplane. year.
I thought it would be interesting to
The lowest wing loading was for the
continue the examination by looking at
slowestnewplaneoftheyear,theCyc-
the aircraft issued type certificates in
loplane. This goes to demonstrate the
1931 and see if there were anydiscer-
relationship between wing loading and
nible trends.
top speed.
There were 67 type certificates is-
sued during the year, four were for au-
Payload
togiros and seven for multi-engine air-
craft.The third quarterofthe year was During 1931 theaveragepayloadper
most active with 23 aircraft receiving horsepower increased markedly over
approval. This was a definite decline the 1927-1930period. Thepayloadper
from the previous busiest third quarter horsepower during 1930 hit a low of
in 1929 when 75 aircraft were ap- about2.5Ibs.perhorsepower. The av-
proved. erage payload per horsepowerin 1931
Throughthefirstfouryearsofapprov-
This no doubtreflected general busi- was over six. Five aircraft carried over
als no one type dominated over the
nessconditions in the country. tenIbs.perhorsepower.Ifthisisanindi-
otherin the ratioofopenvs.closed air-
craft. During 1931 there was a slight
trend toward open aircraft,with 57 per-
centoftheaircraftbeingofopenconfig-
uration.

The average top speed of 126 mph
in 1930 was continued in the first half
of 1931. In the second half ofthe year
itdroppedto115mph,Thiscouldreflect
the largenumberoflightplanescertified
during the second halfof the year.
The highest high-speed rating for an
aircraft in 1931 was 210 mph for the
LockheedOrion.Thelowesthighspeed
was 65 mph forthe 22 hp Cycloplane.
The Orion also had the largest speed
rangeofanyaircraftcertifiedduringthe
year - 146 miles per hour difference
betweenlandingspeedandhighspeed.
The average speed range for the year
was 72 mph.Thelowestrangewasthe
40 mph forthe AeroncaC-3.
PowerLoading
The average weight supported by
eachunitofhorsepowerdecreaseddur-
ingtheperiod 1927-1930from ahighof
nearly 19 Ibs'/hp to a low in 1930 of DETIlOIT  AIRCRAf- r  CORPORATION 
Odruit. Mit-h.
below15Ibs'/hp. Thetrendin1931 was
DETflOIT 1.ocIOIF. EI} ORION - 7 PLACE
ENGINE;  P MlT  & WH ITNEY  W.\ SI'
towards an increase in power loading.
Theaveragepowerloadingforthesec-
r--".'r--"4
If !, Ii 1 )
1\ "..: i
'-----------j';,,:.
__ J. 
•:: , --,- - -,--:: __ - _ I
 
.. L .
ALEXANDER  AIRCRAFT  CORPORATION 
Colorado  Springs, Colo. 
F  LYABOUT  D - l,  - 2  P LACE 
ENOrNE: CONTINENTAL  A-40 
SZEKELyS-45 
24 NOVEMBER 1987
cator of efficiency, then there was a de-
finite trend toward more efficient air-
craft. Only eleven of the 63 aircraft cer-
tified in 1931 had payload ratios less
than any aircraft certified in the previous
four years.
By this measure of efficiency, the
least efficient new aircraft design was
the Stearman Cloudboy which only car-
ried 2.B7 pounds of payload per horse-
power. By the same token, the most ef-
ficient aircraft was the Aeronca C-3
which carried 11 .36 Ibs. of payload for
each horsepower.
Lightplanes
One of the definite trends of the year
was in lightplanes. During the second
half of the year, nine new aircraft with
gross weights of under 1,000 pounds
were certified. This marks the beginning
of the pre-war lightplane era. Among
the new planes were the Aeronca C-3,
the Taylor E-2 Cub and the Alexander
Flyabout. The Flyabout was not only the
first side by side cabin monoplane in
the lightplane class, but also the first
certified with the new four-cylinder Con-
tinental A-40 engine. •
OLUII,.EERS
Antique/Classic Division At Oshkosh 1987
Boy, did we go to a fly-in recently. We
were there for two weeks and had a fine
time. We saw old friends and met new
ones. Quite naturally, we got rained on,
then baked. Everyone I know got hot,
tired, wet, cranky, dusty, dirty, not
necessarily in that order, and had ach-
ing jaws from laughing and smiling so
much. Before it was over, we were cal -
ling the 'B7 EAA Convention "Jaws IV."
We had a group of people there, over
BOO,OOO strong. There was a record
1961 showplanes registered. And prob-
ably half again as many that did not re-
gister and half again that many classics
that parked "up north" in the transient
area.
As far as your Antique/Classic Divi-
sion is concerned, let me assure you
that we had some fun. The field was
closed to incoming transient aircraft (but
not showplanes) at 1 :30 p.m. on Friday,
opening day. That's the first time in EAA
history the field was closed that early.
On our peak day over the first
weekend we had over 1100 antique/
classic aircraft on the field. More new
members joined the Division than the
past two years combined. Sales were
up and complaints were down.
We were parking airplanes in every
nook and cranny of our part of the field.
The aircraft judges went nuts trying to
find them all, and I'm sure they enjoyed
every minute of it.
I suppose this is sour grapes but I
have to say it. At one point during our
first and busiest weekend someone
came up to me and said that 12-year-
olds were parking airplanes, riding the
bikes and did not know what they were
doing. It's a fact that every one of of
by Art Morgan and Bob Brauer
those young volunteers was at least 19
years old and had several years experi-
ence parking airplanes at Oshkosh.
They probably had more time parking
airplanes than this person had flying
them, I would guess. As it turned out
this person wanted to park where he
couldn't and as a result wasn't allowed
to. Sooo ... his feelings were hurt.
And yet these "twelve-year-old" kids
were first on the scene when we had an
unfortunate incident. They gave first aid
that contributed greatly to the saving of
a limb, and took control and maintained
crowd control. Not too bad for a bunch
of little kids, huh?
We had a new and valuable service
this year for our volunteers. We had a
volunteer administration building run by
Judy and Margaret and Mary Beth and
several other very competent ladies.
This was a place where our people
could go for a cool drink of lemonade
or pop and a sandwich or just sit and
relax. Good job, ladies!
During the hot spell early in the week,
two of our volunteers, Chuck and
another Judy, did nothing but drive
around in our of our "Green Machines"
with ice and water and wet down the
wrists and necks of our people, handed
out wet wipes and made sure everyone
had something cool to drink. Talk about
volunteering .. . how can you get better
than that?
On one of the busiest days, by prior
arrangement, 22 "Swifts" arrived in a
group. In less than 10 minutes five of
our people recovered the aircraft from
the active runway, led them in and
parked them all in a row. Believe me,
that was sheer poetry to watch. Less
than 10 minutes, 22 airplanes, 5 people!
Can you believe that?
This month the "Tip of the Oshkosh
Kepe" goes to every one of you EAA
volunteers. From the person our there
frying pancakes at a chapter fly-in to
the people butting heads with DC-3s at
Oshkosh. If it weren't for you, no one
would have the privilege of enjoying this
wacky, wonderful world of sport avia-
tion.
Believe me, I take nothing away from
the air show performers who are also
volunteers, with as much devotion as
anyone else and spending their time
and money to entertain the crowd. But
when those air show performers hear
that roar of applause, they should re-
member the person picking up garbage,
frying eggs, parking cars and picking up
afterwards. Without them, there would
be no fly-in or for that matter, sport fly-
ing. "Stand tall y'all. "
Join us and you have it all .•
VINTAGE AIRPLANE 25
WELCOME  NEW MEMBERS 
The following is a listing of new members who have joined the EAA  Antique/Classic Division (through August 9, 1987). We are
honored to welcome them into the organization whose members' common interest is vintage aircraft. Succeeding issues of
THE VINTAGE AIRPLANE will contain additional listings of new members.
Morris, Kenneth E.
Roanoke, Texas
Wagner, Jack M.
Lakewood, Ohio
Lewis, Ronald
Old Hickory, Tennessee
Condon, Camela Jo
Dayton, Ohio
Kanengieter, Arlyn D.
Bellevue, Iowa
Newman, Gene
Decatur, Alabama
Schmucker, B. E.
Mitchell, South Dakota
Hilton, Howard T.
Cassadaga, New York
Lanier Jr., A. J.
Dallas, Texas
Strok, Michael J.
Edgewater, Maryland
Levin, Alan S.
Santa Monica, California
Hall, Warren L.
Okeechobee, Florida
Fields, Edward N.
Hudson, Florida
Haggenmacher, Scott
Jonesboro, Arkansas
Stebbins, Scott A.
Spokane, Washington
Sandlin, Deanna
Appleton, Wisconsin
Hoefelmann, Charles D.
Mineral Wells, Texas
Eakins, Jeff L.
Fort Wayne, Indiana
Burmeister, Thomas A.
Des Moines, Iowa
Gurnee, Edwin
Canterbury, New Hampshire
Eskildsen, Howard
Green River, Wyoming
26 NOVEMBER 1987
Larrabee Jr., Bryce B.
Harvard, Massachusetts
Disch, Dennis F.
Monroe, Wisconsin
Kopp, Michael E.
Irvine, California
Larson, Harry
Chippewa Falls, Wisconsin
Sherrard, Thomas
Hamilton, Ohio
Breen, P. C.
Lock Haven, Pennsylvania
Terry, Donald E.
Grand Island, Nebraska
Holmquist Jr., John D.
Austin, Texas
Ulatowski, Frank
Englishtown, New Jersey
Spolerich Jr., James G.
Corvallis, Oregon
Stansberry Jr., Reese E.
Mascot, Tennessee
Knight, Ronald W.
Tacoma, Washington
Trutwin, Michael
S!. Paul, Minnesota
Nickerson, D.A.
Woodland, California
Sabin, Dennis R.
Chehalis, Washington
Quinzio, Joseph T.
Tonowanda, New York
Dutschke, Gerald H.
Carrollton, Texas
Eanes, Mike
Grand Prairie, Texas
Benson, Wallace J.
Webster, Wisconsin
Maxwell Jr., Bruce R.
Tempe, Arizona
Larson, Paul S.
Beverly, Massachusetts
Sharpe Jr., Victor V.
Riverview, Florida
Majka, Daniel D.
Palatine, Illinois
Townsend, Merton LeRoy
Waterloo, California
Engdahl, Roger
St. Paul, Minnesota
Dale, Melvin E.
Minneapolis, Minnesota
Speer, Steven J.
Okeechobee, Florida
Imp, Francis R.
Milwaukee, Wisconsin
Hollis, Jeff L.
South Haven, MiChigan
Buchanan,John C.
Ada, Michigan
Bernhard, Marvin Paul
Pinckney, Michigan
Bowles Jr., Donald E.
Dallas, Texas
Hunter, Leighton, W.
Venice, Florida
Williamson, John
Mahomet, Florida
Miller, Steven L.
Houston, Texas
Schulze, Thomas
Bloomville, Ohio
O'Neal, Danny
Venus, Florida
Ammentorp, William
Cannon Falls, Minnesota
Schrank, Thomas W.
Neshkoro, Wisconsin
Turan, John S.
Daytona Beach, Florida
Benner, Leslie W
Missouri City, Texas
Justice, David
Victoria, Australia
Oestry, Paul R.
Naperville, Illinois
Wansink, F. J.
Nicholasville, Kentucky
Weiler, Jerry
Port Angeles, Washington
Hammond, James F.
Yellow Springs, Ohio
Gossett Jr., Harold
Midlothian, Texas
Tracy, Gene A.
Amery, Wisconsin
Charette, Richard F.
Wadsworth, Texas
Kingman, David R.
Ft. Walton Beach, Florida
Spitzer, William F.
S!. Joseph, Missouri
Trovillion, Dwayne V.
Mount Morris, Michigan
Nelsen, Ted
Columbus, Nebraska
Jacobs, Paul R.
Naperville, Illinois
Parker Jr., Richard L.
Fort Wayne, Indiana
Haugen, Kenneth N.
Anoka, Minnesota
Cummins, Charles E.
Brighton, Colorado
Dolan, Michael A.
Minneapolis, Minnesota
Orr, Thomas L.
Akron, Ohio
Isbell III, John B.
Fort Payne, Alabama
Voorhis, Wesley M.
Sussex, New Jersey
Caldwell, Paul S.
Jonesboro, Arkansas
Andres Jr., Edward A.
Waynesville, Ohio •
~ ~ C   E J
c:3I-:a:.  Z   E J ~ po\lSO It 
pO\\/h&  .  ~
/eo\OO\  - . 
For  the 
products. 
Sealant  is  EAA's  choice. 
The  EAA  Aviation 
Center's  staff 
uses  RACE  GLAZE 
to  preserve  and 
CALENDAR  OF  EVENTS 
DECEMBER  5-6  - SAN  PEDRO,  BUENOS  6750,  Lakeland,  FL  33807,  phone  813/644- site: Sophie Station Motel. Contact: Convention 
AIRES,  ARGENTINA - EAA Chapter 722,  UL  2431 .  Chairmen, Rick and Cheryl Schikora, 1919 Lat-
Chapter 23 and AlC Chapter 12 Sixth National  JUNE  23-26  - GRAND  LAKE  VACATION  RE- hrop,  Drawer  17,  Fairbanks,  AK  99701,  9071
Fly-In.  Contact:  Abel  Debock,  C.C.  275,  2930  SORT, OKLAHOMA - International  Bird  Dog  456-1566 (work), or 907/488-1724 (home). Re-
San  Pedro,  Argentina,  phone 0329-24307.  Association  annual  meeting  and  fly-in  at  member the time  difference. 
Golden  Falcon  Airpark,  Grand  Lake  Vacation  JULY 29-AUGUST 5 - OSHKOSH, WISCONSIN 
APRIL  10-16  - LAKELAND,  FLORIDA  - 13th  Resort. Contact:  Phil  Phillips, 505/897-4174. - 36th  annual  International  EAA  Convention 
annual  Sun  'n  Fun  EAA  Fly-In  at  Lakeland  JULY 17-22 - FAIRBANKS,  ALASKA - Interna- and Sport Aviation Exhibition at Wittman Field. 
Municipal  Airport.  Contact:  Sun  'n  Fun  Head- tional  Cessna  170  Association  Convention  at  Contact:  John  Burton,  EAA  Headquarters, 
quarters,  3838  Dranefield  Road,  P.  O.  Box  Fairbanks  International  Airport.  Convention  Wittman  Airfield,  Oshkosh,  WI  54903-3086  • 
•  CLEAN 
•  SHINE 
•  PROTECT 
discriminating  Pilot  and  F.B.O. 
who  demand  excellence  in  performance 
RACE  GLAZE®  Polish  and 
•  Easy To Use 
•  Reduces  Drag 
•  Removes  Exhaust Stains 
•  Protect  Leading  Edge 
•  Removes  Oxidation 
•  Resists  UV  Fading 
•  Cannot Yellow 
•  Unbelievable "Gloss" 
protect  the 
Above  prices  include  shipping  for  Continental  U.S.A. Only. 
museum's  price-
Send  $9.95  for  each  16 oz. bottle or save  an  extra $3.95  per  bottle  and  send '$72.00 
less  collection  of 
for  each  case  of  12  - 16  oz. bottles  to: 
aircraft. 
EAA • Wittman  Airfield. Oshkosh,  WI  54903-3086 
Wisconsin Residents Add 5%  Sales Tax
List:  $12.00  per  bottle 
EAA  Price:  $9.95  per  bottle 
EM Case  Price  (12):  $72.00 
Dear Gene, 
Thank you  for sending  the complimentary 
copies  of the September,  1987 issue of  The
Vintage Airplane. The  front  cover  photo  of 
the  Noorduyn  "Norseman"  on  floats  is  like 
the  one  I flew  for  several  years  in  the  bush. 
I  have  several  hundred  hours  in  this  type 
aircraft  and  the  photo  brought  back  a  lot  of 
memories. 
I  enjoyed  Norm  Petersen's  article  in  that 
same issue about Bob Gehring's Taylorcraft . 
He  does  an  excellent  job  of writing. 
Thanks  again  for  the  magazines,  and  I 
hope  to  see  you  at  the  fly-in  next  summer. 
Regards, 
Ray  Goss 
1623 Curtis  Lane 
R.  R.  7 
West  Bend,  WI  53095 
Dear  Buck, 
In  one  of  your  "Pass  It  to  Buck" columns 
you  mentioned that you'd  never seen  a suc-
cessful  enamel paint removal operation on  a 
"rag"  airplane. 
The  best thing  I've found  is  butyrate dope 
- it  softens  the  enamel  and  it  can  be 
scraped  off.  It  doesn't  work  too  well  for  an 
entire  airplane,  but  it's  good  for  patching. 
Doug  Rounds 
(EAA 78381,  NC 532)
R.  R.  1,  Box 200-A 
Zebulon,  GA 30295 
VINTAGE  AIRPLANE  27 
SPECIAL  HOLIDAY GIFT  OFFER 
WORLD-FAMOUsAvlATORS 
Limited  Edition  Collectors  Plaque  for  desk/wall 
Over 120 world-famous autographs magnificently diplayed on a 8" x 10"
plaque, can NOW  be yours for the SPECIAL  HOLIDAY  GIFT  price of
S19.95 plus $3.25 shipping/handling, regularly the perfect gift for
that special Flying Enthusiast, pIus if you act now you will receive FREE 
the perfect stocking stuffer a 20" x 25" print of this collection.
Autographs include: Charles Lindbergh. ONille Wright. Amelia Earhart.
Billy Mitchell. Augusta Post. Paul Tibbets. Dr. Hugo Eckner • Wiley Post
• Chuck Yeager. Eddie Rickenbacker .Jaqueline Cochran and many more.
Faithfully reproduced from the original collection of Major James G. Adams.
To order send check or money order to: JoDany Inc., 2 Sandtown Terrace,
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DECEMBER 1, 1987
CITY STATE ZIP
Where  The  Sellers  and  Buyers  Meet... 
2k per word,  20  word minimum. Send  your ad to 
The Vintage Tr_, Wittman  Airfield 
Oshkosh, WI  54903-2591. 
AIRCRAFT: 
1946  HAC  airframe  - 690  hours  TT.  Basket 
case - no engine, propeller, wing struts or wheels. 
$1400.00. Air Salvage of Arkansas, 501 /394·1022
or  501 /394·2342, Rt.  I,  Box  8007,  Mena,  AR 
71953. (11-1) 
Bellanca  1947 - 150  Franklin,  $7250.  3161778-
1164. (12-2) 
1950 Piper Stinson 108-3 - Metalized, stored  17 
years.  Excellent  condition. 952  hours  TT.  165 hp, 
19  hours  SMOH.  Metal  Prop.  Original  mahoganyl
mohair  upholstery.  606/854-6640 after  5  p.m.  No 
collect calls. (11-1) 
PLANS: 
POBER PIXIE - VW powered parasol- unlimited 
in  low-cost  pleasure  flying.  Big,  roomy  cockpit  for 
Fly high with a 
quality Classic interior
the  over  six  foot  pilot.  VW  power  insures  hard  to 
beat 3'12 gph  at  cruise  setting.  15  large instruction 
sheets.  Plans - $60.00. Info Pack - $5.00. Send 
check  or  money  order  to:  ACRO  SPORT,  INC., 
Box 462, Hales Corners, WI 53130. 414/529-2609.
ACRO SPORT - Single place  biplane capable of 
unlimited  aerobatics.  23  sheets  of  clear,  easy  to 
follow  plans  includes  nearly  100 isometrical  draw-
ings,  photos  and  exploded  views.  Complete  parts 
and  materials  list.  Full  size  wing  drawings.  Plans 
plus  139  page  Builder's  Manual  - $60.00.  Info 
Pack - $5.00.  Super Acro  Sport Wing  Drawing -
$15.00.  The  Technique  of  Aircraft  Building  -
$10.00 plus $2.00 postage.  Send  check  or money 
order  to:  ACRO  SPORT,  INC.,  Box  462,  Hales 
Corners,  WI  53130. 414/529-2609.
WANTED: 
Wanted  - Steel  cylinders  for  Liberty  aircraft  en-
gine.  Dick Clarke, P.O. Box 69, Carnelian Bay, CA 
95711 , phone  916/546-2552.
Complete interior assemblies for do-it-yourself installation.
Custom quality at economical prices. 
•  Cushion upholstery sets 
•  Wall panel sets 
•  Headliners 
•  Carpet sets 
•  Baggage compartment sets 
•  Firewall covers 
•  Seat slings 
•  Recover envelopes and dopes 
Free catalog of complete product line. 
Fabric  Selection  Guide  showing  actual  sample  colors  and 
styles of materials: $3.00. 
 
INC. 

I  I 
259 Lower Morrisville Rd. , Dept. VA 
Fallsington, PA 19054  (215) 295-4115 
MISCELLANEOUS: 
Have we got a  part for you!  20 years accumula-
tion  of  parts  for  all  types  of  aircraft  - antiques, 
classics,  homebuiits, warbirds. Everything from the 
spinner  to the  tail  wheel.  Air  Salvage of Arkansas, 
Rt.  I , Box 8007, Mena, AR 71953, phorie 501 /394-
1022 or 501 /394-2342. (11-1)
Enjoy a  VHS video flight with  Donna and  I around 
the  border  of  the  U.S.  in  our  J·3  Cub.  See  Nova 
Scotia,  New York  City, Kitty  Hawk,  Key West, lost 
in  Texas! Mt.  St.  Helen, Expo '86. 12,788 miles,  61 
days,  camping  under  the  wing.  $36.00  ppd,  or 
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VINTAGE  AIRPLANE  29 

STATEMENTOF     ANDCIRCULATION
,,,, .TlTlf:OF 'ueLICATlON 18. 'UILlCATlONNO. , CAnOfFILING
0 I01911161 9 141 ]ISept. THE VINTAGE AlJU>LANE 21 1997
THE JOURNAL OF
THE AIRPlANE 1920·1940
Leo Opdycke, Editor 
W.W.1 AERO (1900·1919), and SKYWAYS(1920·1940):
our twoJournals,whichcontain:
• informationon current projects • historicalresearch
• news of museumsand airshows • workshop notes
• technical drawings,data • informationon paint and color
• photographs • aeroplanes, engines, parts for sale
• scalemodellingmaterial • PLUS: your wants and disposals
• news01 currentpublications01 allkinds • PLUS more.. 
Samplecopies $4 each. 
Publishedby WORLDWAR 1 INC.
15Crcsccill Hoad. POllghkecpsie, NY 12601. USA (914)473·3679
, '''EOOINCV0'ISSUE lA. NO,OF Issun AN,.UA,lSUISCI'U"IOH
Monthly ANNUAlLV 12 HlICI $18.00
4.COMnETE MAILING"'OI)I'I£SSOF KNOWN O'FICEOF PU8L1CATION 0'1'. C"""'Y.  S..".<tII  C04'/IN."  p.... ,...,
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Thaaaa P. Peberezny, wi tU\an Airfield. Olhkoah. Wisconsin 54903-3086
Gene R. Chue, WitbD.!on Airfield. Oahkosh. Wheenlin 54903-J086
Mary Jones. WittMlan Airfield. Oshkosh. wisconsin 5490]-J086
1. OWNER 11{.,_.d.y .t_.."o...    ,,,, ...td.,fty  .._""•• _"'...1>14_...... o{ .. ... 
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ATTENTION 
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Ifyou use 80 octane avgas now, you could 
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CALLTODAY FOR MORE INFORMATION-
IT'STOLL-FREE 1-800-322-4277 
(In Wisconsincall414-426-4800) 
Orwrite: EAA-STC, WittmanAirfield, 
Oshkosh,WI 54903-3065 
Forlasterservice, haveyour airplane's "N" number 
and serial number;your engine'smake, model and 
serialnumber;·andyour creditcard numberready. 
I. KNOWN BONDHOLDERS.MQATGAOEES, AND OTHERSECUfltTV HOLDERS OA HOLOINO 1 PERCENT OR MOREOF TOT..L
AMOUNTOF 10NO$.MORTGAGESOROTHER SECURITIES (II "' ......._'. ,.." ..../
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\
The fabulous times of Turner, Doolittle. Wedell
and Wittman recreated as neveT before in this
600-page two-volume series. Printed on high grade
paperwith sharp, cleaT photo reproduction. Official
race results 1927 through 1939-- more than 1,000
photos-- 3-viewdrawings-- scoresofarticlesabout
peopleandplanesthatrecapturetheglory,thedrama,
the excitement of air raCing during the golden years.
RE-UVE IT! 
Volume1and2soldat$14.95each-- add$2.00
postage for fiTst item and $1.00for each item there-
after-- atotalof$3.00forbothvolumes. SPECIAL
OFFER! With purchase of both THE GOLDEN
AGE OF AIR RACING, Vol. 1and Vol. 2, above,
youmayselectFREE,oneofthefOllowing: EMPilot
Log Book (#11-16552), EMPropeller (or rotor)
LogBook(#11-16566).orEMEngineandReduc·
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supplies last
l
Sendcheck or money order to: EM
Aviation Foundation, Wittman Airfield, Oshkosh,
WI 54903-3065.
30 NOVEMBER 1987
You've borrowed a buddy's air-
plane to fly the family to a re-
mote, grass landing strip for a
weekend of camping. The
, weather is warm and the great
outdoors beckons. Life doesn't
get much better.
But what if your flight doesn't
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In most cases, the owner's in-
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Deal direct with AVEMCO. You'll
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